Railway-ditching machine



' (No Model.) s Sheets-Sheet 1. D. E. GROVE. RAILWAY DITGHING MAGHINE.

No. 264,282. Patented -Sep1;.12, 1882. J ,1 %?4 t WITNESSES: INVENTOR:

' 'ATTOBNEH.

N PETERS, PhMo-Lilhagnphur. Washington. nit.

3 Sheets-Sh'eet 2.

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DLEQGROYE. RAILWAY DITGHING MACHINE.

N0. 264,282. Patented Sept. 12, 1882.

lllllllllllllllll'lll f INVENTOR:

QVZIJESSES ATTORNEYS.

s. Pholoiilhognphw. Washmgwn. o. c.

(No Model.) I 3 Sheets-Sheet 3.

1). E. GROVE. V V RAILWAY DITGHING MACHINE.

o. 264,282. Patented Sept. 12, 1882.

INVENTOR ATTORNEYS.

a WITNESSES:

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.the carriers.

UNITED STATES DAVIDKE. GROVE, OF DALLAS,

PATENT @FFICE.

TEXAS.

RAILWAY-DITCHING MACHINE.

SPECIFICATION forming part of Letters Patent No. 264,282, datedSeptember 12, 1882. Application filed April 14, 1882. (No model.)

To all whom it may concern:

Be it known that 1, DAVID E. GROVE, of Dallas, in the county of Dallasand State of Texas, have invented certain new and useful Improvements inRailway-Ditching Machines, of which the following is a full, clear, andeX- act description.

Reference is to be had to the accompanying drawings, forming part ofthis speeiticatiomin which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1, Sheet 1, is a plan view of a partof my improvement. Fig. 2,Sheet 1, is a sectional side elevation of the same. Fig. 3, Sheet 1, isa sectional end elevation of one of Fig. 4,Sheet 1,is a sectional endelevation of the angle-belt enlarged. Fig. 5, Sheet 2, is a sectionalfront elevation of a part of the improvement. Fig. 6, Sheet 2, is asectional elevation of a part of the adjusting mechanism. Fig. 7, Sheet2, is a plan view of a part of an adj usting-bar. Fig.8, Sheet 2, is aside elevation of the same. Fig. 9, Sheet 2, is a plan view of one ofthe angle-belt guiderollers. Fig. 10, Sheet 3, is a plan view of a partof the improvement, showing the conveyer applied to a train of cars.Fig. 11, Sheet 3, is a plan view of a part of the same, showing theposition of the conveyer when passing around curves. Fig. 12, Sheet 3,is a sectional end elevation .of the conveyer and supportingframe. Fig.13, Sheet 3, is a sectional end elevation of a part of the same, showingthe mechanism foroperating the eonveyer. Fig. 14, Sheet 3, is a sideelevation of a part of the same. Fig. 15, Sheet 3, is a side elevation,partly in sect-ion, of a part of the conveyer-apron, and showing thecentral-belt coupling. Fig. 16, Sheet 3, is a sectional end elevation ofa part of the conveyer-apron. Fig. 17, Sheet 3, is a side elevation ofone of the side-belt couplings.

The object of. this invention is to facilitate the opening ofrailwayditches and the removal of the dirt therefrom.

The invention consists in the peculiar construction and arrangementofparts, as hereinafter fully set forth, and pointed out in the claims.

A represents a flat car, to the opposite sides of the rear end of whichare hinged, by bolts 01'' other suitable detachable means, the rear endsof two bars, 13. The bars B are hinged at their forward ends to theouter forward corners of the frames 0, that carry the plows and thecarriers. The bars B and their connections are made of sufficientstrength to support the plows against the resistance of the ground. Theframe 0 is formed of a baseframe and an outer side frame, meeting eachother at an obtuse angle, as shown in Figs. 3 and 5, and firmlyconnected together.

To the inner side of the base of the frame 0 are attached, byspring-standards D or other suitable supports, narrow side boards, E, tokeep the dirt in place upon the carriers while being carried back by thesaid carriers.

To the forward end of the frame G is attached the plow F, which is madeangular in cross-section, as shown in Fig. 5, and with its point in linewith the angle of the said frame 0. The cutting-edges or shears of theplows are made sharply inclined,and the outer shear is made wider thanthe outer partof the frame 0 to shear off the sides of cuts or banks.The inner side of the base-shear has a narrow inclined flange formedupon it to correspond with the inner side board, E, and is intended toserve as a guide to conduct the dirt to the carrier.

To the base of the frame 0 is pivoted a series of rollers, G, aroundwhich passes the endless belt H to form the base of the carrier. To theinclined outer side of the frame G is pivoted a series of rollers, I,around which passes an endless belt, J, to form the outer side of thecarrier. The adjacent edges of the endless belts H J meet or nearly meetat the angle of the frame 0, and are covered by the central belt, K,which is made thick and has its side edges beveled to fit against theupper surfaces of the said belts H J. The inner side of the belt K ismade of such a width as to fit the space between the adjacent edges ofthe belts H J. The outer part of the belt K projects a little beyond thebeveled sides of the said belt, as shown in Figs. 3 and 4, to serve asflexible flanges. to pack the edges of the said belt and prevent dirtfrom working in between the belt K and the belts H J. The belt K, at thefront and rear ends of the frame 0, passes around guide-rollers L, thefaces of which are so formed that the inner side of the ICO * said beltK will exactly fit the said faces. The

rollers L are pivoted to supports attached to the frame 0.

To the outer ends of the rear rollers,GI, are attached beveled-gearwheels M, the teeth of which mesh into the teeth of the beveled-gearwheels N,attached to the opposite ends of the shaft 0, revolving inbearings attached to the frame 0, so that the side belt, J, will becarried by the movement of the base-belt, H.

To the journal of the inner end of the rear roller, G, is attached acrank-wheel, P, to the crank-pin of which is pivoted the jointedpiston-rod of a small engine, Q, attached to the rear part of the innerside of the frame 0. The engine Q is designed to be supplied with steamthrough a flexible hose leading to the locomotive-boiler.

To the forward and rear parts of the frame 0 are attached the ends ofbails R, to the middle parts of which are attached pulley-blocks S, theropes T of which also pass around the pulleys of blocks U, suspendedfrom the outer ends ofthe derrick-booms V. From the pulley-blocks U theropesT pass around guide-pulleys W, pivoted to supports attached to thederrick-posts X. The ends of the ropes T are attached to windlass Y,pivoted to supports attached to the car A, and which are driven from asmall engine, Z, attached to the car A and receiving steam from thelocomotive-boiler, so that either or both ends of the frame 0 can beraised and lowered quickly to pass obstructions or give a desired depthto ditches and inclination to banks.

With the outer ends of the derrick-booms V are connected pulley-blocksa, the ropes b of V which pass around the pulleys of blocks 0, connectedwith the upper ends of the derrick-posts X. The ends of the ropes b aresecured to the belaying cleats or cavils d, or other supports attachedto the derrick-posts X, so that the booms V can be adjusted to swing theframes 0 outward or inward by means of the tackle a c I).

To the outer forward corner of the base of the frame (3 is hinged theouter end of a bar, 0, which is connected with the inner forward cornerof the frame 0 by a hand-screw, f, swiveled to the said bar 0, andpassing through nuts attached to the said corner of the frame 0, or tosome suitable support connected with the said frame 0, so that thelateral inclination of the frame 0 can be regulated by turning the saidscrewf. The inner part of the bar 0 passes through the guide-block g,which moves up and down along a frame or post, h, attached to theforward corners of the car A, and has nuts 2' formed upon or attached toits ends to receive the screws j, having hearings in the said frame orpost h, so that the said inner end of the bar 0 can be adjustedvertically by operating the screws To the upper ends of the screwsj areattached beveled-gear Wheels it, into the teeth of which mesh the teethof the beveled-gear wheels Z, attached to the shaft m. The shaft m worksin bearings attached tothe frame or post 7:, and to its end is attacheda hand-wheel, a, for convenience in operating it to raise and lower theinner end of the bar 0, and thus regulate the lateral inclination of theframe 0.

Upon one side of the bar 0 are formed, or to it are attached, rack-teeth0, into which mesh the teeth of the gear-wheel p, attached to the shaftq. The gear-wheel]; is made long and with a bulged or convexed face, asshown in- Fig. 6. The shaft q works in bearings attached to the frame orpost it, and has a handwheel, 1', attached to its upper end forconvenience in operating it to adjust the bar 0 longitudinally, and thusmove the plow toward or from the track. The friction of the bar 0 whenmoved longitudinally is lessened by rollers 11, pivoted in recesses inthe block 9, and which bear against the sides of the said bar 0, asshown in Fig. 6. With this construction, as the car A moves forward theplow F raises the dirt from the bottom of the ditch or cuts it from theface of a bank, and the belts H J K carry it back to the rear end of theframe 0, where it falls upon the endless belt 8, which passes aroundaseries of rollers, 13, pivoted to a frame, a. The frame a is designedto be supported by bails and tackle from derricks, in the same manner asthe side carriers, as indicated in Figs. 2 and 5, so that its positioncan be regulated as circumstances may require. The carrier-belt s isdriven by a small engine, to, to which steam is supplied from the boilerof the locomotive. The engine w is attached to the side of .the frame a,and its jointed piston-rod is connected with a crank-wheel attached tothe inner roller, t. lVith this construction the carriers 8 t a can beswung around so as to deliver the dirt upon cars or, placed in the rearof the car A, with which the plows and carriers are connected, as shownin Fig. 10. In this case the cars a; are provided with a conveyerextending the entire length of the train. The conveycr is formed ofslats y, the adjacent edges of which are beveled and overlap each other,as shown in Figs 14 and 15. The slats y are connected together at theircenters by links a, the ends of which are contracted and interlock witheach other, as shown in Figs. 15 and 16. The slatsg are connected neartheir ends by links 1,

the ends of which are contracted, and are connected by short links 2, asshown in Figs. 16 and 17. The contracted end parts of the links a 1 areplaced in recesses in the beveled edges of the slats y, as shown in Fig.15. The couplings, in connection with the beveled edges of the slats 3allow the said slats y to have alittle play upon each other when thecars are passing around curves. It the conveyor, at a distance apartequal to the length of a car and the distance between two adjacent cars,the end couplings, 1 2, are omitted, and the adjacent edges of the slats3 are beveled from the center toward each end, as shown in Figs. 10

and 11, to give the conveyer the lateral play necessary in passingaround curves.

When thetrain of cars is'to be drawn from place to place the conveyershould be so adjusted that the single slat-couplings will be directly,over the ear-couplings, so that the train can pass around curves withoutstrainin g the conveyer.

Each link Z1 is made in two equalparts, the division being made in thecenter of its side bars. The adjacent endsof the parts of the links haveright-andrleft screw-threads out upon them to receive the right-and-leftnuts 3, so that the wear can be taken up by turning the said nuts.

To the inner side of eachend of each slat 3 is attached a pairothangers, 4, to andbetween tthe lower ends of whichis pivoted a smallwheel, 5, and to the center of each slat y is attached a pair ofhangers, 6, to and between the lower ends of which is pivoted the wheel7. The wheels 7 are made larger than the wheels 5, and have their facesgrooved and provided with side flanges to fit upon thecorresponding-shaped top of a bar, 8, to prevent the conveyer fromhaving a lateral movement.

The side wheels, 5, roll upon the tops of the bars 9. The bars 8 and 9are secured to crossbars 10, the ends of which are attached to the posts11 at a little distance from their upper ends. The lower ends of theposts 11 are attached to the cars or. The bar Sis placed at a littlelower level than the bars 9 on account of the greater size of the wheels7, and the bars 8 9 and posts 11 are strengthened in position bytruss-rods 12, which pass through the posts 11 and bars 9 and beneaththe bar 8,

as shown in Fig. 12. The lower part of the conveyer slides upon rollerspivoted close to the decks of the cars or, and is kept from lateralmovement by cleats 13, attached to the decks of the cars. At the frontend of the first car of the train and the rear end of the last car thewheels '5 pass around wheels 14,

attached to shafts 15, which are pivoted to posts 11.

To the middle part of the rear shaft, 15, are attached two rag-wheels,16, at such a distance apart as to receive between them the guidewheels7. The teeth, arms, or projections of the wheels 16 are so formed as toengage with the hangers 6, to which the said wheels 7 are pivoted, sothat thelupper part of the endless conveyer willbe drawn toward the rearend of a the train by the revolution of the shaft 15.

To one end of the shaft 15 is attached a crank-wheel, 17, to thecrank-pin of which is pivoted the jointed pistonrod of an engine, 18,attached to the side of a car, an, as shown in Fig. 10. The engine 18 issupplied with steam through aflexible pipe, 19, from a boiler, 20,placed upon a tool-car, 21, coupled to the rear car, 00.

To the rear end of the rear car, as, is attached a V-shaped guide orchute, 22, to guide the dirt discharged from the endless conveyers atthe rear end of the rear car to the sides of the track. With thisconstruction, as the train moves forward the plows F raise the dirt. Thebelts H J K carry it back and discharge it upon theendless apron s, bywhich it is conveyed to the conveyer 3 As the conveyor y is loaded it iscarried back by the engine 18 until that part of the conveyer over eachcar in the train is loaded. When the conveyer is loaded the plows F areraised from the ground, the conveyery is adjusted to bring the beveledcleats over the car-couplings, and the train is then drawn to the placewhere the filling in is to be done. The engine 18 is then started andthe dirt is discharged from the rear end of the rear car,'w.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is

1. In a railway ditching machine, the combination, with the angular plowF, having inclined cuttingedges, of the angular frame 0, provided withthe endless belts H J K and spring side boards, E, substantially asherein shown and described.

2. In a railway-ditching machine, the com bination, with the car A, ofthe angular frame 0, the angular plow F, the carrier-belts H J and theirrollers G I, and the an gle-belt K and its guide rollers L,substantially. as herein shown and described, whereby the dirt will beraised and carried back, as set forth.

3. In a railway-ditching machine, the combination, with the angularcarrying-frame G and the inclined endless belts H J, of the narrow beltK, made thick and withbeveled edges, and the guide-pulleys L,substantially as herein shown and described, whereby dirt is kept fromentering the space between the adjacent edges of the said inclinedbelts, as set forth.

4. In a railway-ditching machine, the angular frame 0, carrying the plowF and provided with the bails R R, in combination with the bar a, hingedat its outer end to the frame 0 and connected at its inner end to thecar A, and the derrick X V, mounted on the car and provided with tackleS U T and a b c, substantially as and for the purpose set forth.

5. In a railway-ditching machine, the combination, with the car A andthe carrier-frame O, of the hinged bar a and the swiveled handscrew f,substantially as herein shown and described, whereby the lateralinclination of the plow and carrier can be regulated, as set forth.

6. In a railway-ditching machine, the com bination, with the car A, thebar 6, and the carrier-frame G, of the vertically-sliding block g andthe swiveled screws j, substantially as herein shown and described,whereby the lateral inclination of the carrier and plow can be adjustedfrom the car, as set forth.

7. In a railway-ditching machine, the combination, with the car A, thebar e, hinged at its forward end to the frame 0, and the carrier-frameO, of the rack-bar 0 and the gearwheel 2, having shaft and handwheel,sub

IIO

stanlially as herein shown and described, whereby the carrier-frame canbe adjusted to bring the plow nearer to or farther from the car, as setforth.

8. In a railway-ditching machine, the combination, with the angularcarrier-frame O, the endless belts H J K, and their rollers G I L, ofthe beveled-gear wheels M N, the connecting-rod 0, and the steam-engineQ, substantially as herein shown and described, whereby thecarrier-belts are made to move together, as set forth.

9. In a railway-ditching machine, the combination, with the car A,carrying the side carriers and their plows and the transverse carriers,of a train of cars, X, provided with an endless convey er, substantiallyas herein shown and described, whereby the conveyer lying over each carcan be loaded from the said side and transverse carriers, as set forth.

10. In a railway-ditching machine, the conveyer, constructedsubstantially as herein shown and described, and consisting of the]slats having their side edges correspondingly beveled and overlapped,the couplinglinks 2 and 1 2, and the wheels 5 7, as set forth.

11. In a railway-ditching machine, the combination, with the cars or,having posts 11, cross-bars 10, and track-timbers 9 8 9, of the endlessconveyer y 2 1 2, having hangers 4 6 4 and wheels 5 7 5, substan tiallyas herein shown and described, whereby the dirt received at the forwardend of the conveyer will be carried to the rear of the trains, as setforth.

12. In a railway-ditching machine, the CODJ- bination, with the hangers6, that carry the guide-wheels 7 of the conveyer, of the ragwheels 16,the crank-shaft 15, and the steamengine 18, substantially as hereinshown and described, whereby the conveyer can be operatedindependentlyot the other parts of the mechanism, as set forth.

DAVID E. GROVE.

Witnesses:

J AMES '1. GRAHAM, (J. SEDGWIGK.

